Locomotive draft inducer



Dec. 17, 1940. G, w FERUNG 2,225,412

LOCOMOTIVE DRAFT INDUCER Filed Nov. 5. 1936 2- Sheets-Sheet l ""'IIIIIIIIHU" E T*Il Dec. 17, 1940.- G. w. FERLING LOCQMOTIVE DRAFT INDUMR 2 Sheets-Sheet 2 Filed Nov. 5, 1936 erle??? 6 01g@ W @J4/7,.

Patented Dec. 17, 1940 YNE'E'ED STES PATENT OFFICE 1'; claims.

My invention relates to locomotive draft inducers and particularly draft inducers temporarily applied to the stacks of locomotives generally at round houses for initially building up the res and raising the steam pressure to proper condition for runs.

Among the objects of my invention are:

A portable draft inducer of such light weight and small size that it may readily be carried about by hand and manually applied to the stack without the necessity of positioning or securing mechanism;

A draft inducer which is not conned to xed locations and, therefore, can be applied to a locomotive in any position within the round house or in the terminal yard where a fan propelling medium is available;

The substitution of a compressed air driven fan for the usual draft aspirating steam jet in the terminal firing of locomotives, `thereby eliminating the installation expense, waste due to condensation and leakage and danger of scalding the attendant to steam lines run throughout the round house;

Better dissipation of smoke by the absenceof condensing moisture, usually supplied by steam injection, acting as the nuclei for accumulating soot particles;

The use of the locomotive stack itself for the three-fold functions, (a) of a guard for the fan while in use, (b) a casing for confining the products of combustion topassage across the effective area of the fan, and (e) a support for the draft inducing device as a whole;

A draft inducer readily applied to various locomotives regardless of wide variations within commercial limits of the height of the stack above the track or the height of the stack relative to the boiler shell; y

The use of the uid driving medium exhausted from the fan motor for cooling the motor and fan bearings to protect them against the heat of the products of combustion being blown by the fan; and

A locomotive draft inducer of greater economy in original cost and in application and operation.

The foregoing, together with further objects, features and advantages are set forth in the following description` of specific embodiments of my invention illustrated in the accompanying drawings, wherein l Fig. 1 is a vertical section through the upper part of a locomotive stack showing my draft inof three radially disposed struts il.

(Cl. 11o-159) ducer positioned therein with the fan guard ring broken into similar section;

Fig. 2 is a plan section taken on the line 2-2 of Fig. 1;

Fig. 3 is a fragmentary vertical elevation simi- 5 lar to Fig. 1, but on a larger scale and showing the shrouds for the air motor in section;

Fig. 4 is a horizontal section looking upwardly and taken on the line 4 4 of Fig. 3; and

Fig. 5 is a view similar to Fig. 1v but yshowing w an alternative arrangement.

In Fig. 1 I have shown an upper part of a conventional locomotive stack l0 generally cylin- .drical but slightly tapered inwardly from its top edge and reinforced at its upper periphery by integral ring ll. My draft inducer is shown as having been inserted into the open end of the stack. The draft inducer is framed by a set of three upright frame members l2, i3 and l, a guard ring l5 spacedly interconnecting the uprights near their lower ends, a set of three upper radially disposed struts it and a. lower set The vuprights l2, i3 and it are of angle stock spaced about a circle and in tapering relationship so that they lie substantially parallel with and against the inside of the tapered stack it. The upright l2 is considerably longer than its mates so that it extends above the top of the stack and carries a handle I8. In applying the device to the stack, the device is inserted in the stack and permitted t descend until the outer edges of the three uprights i2, i3 and it simultaneously engage the inside of the stack. The depth to which the frame will descend before being lodged in the stack will thus be subject in practice to variations due to slight variations 'in the diameters and tapers of various stacks. In those instances of stacks having internal diameters considerably greater than standard, or of considerably lesser taper than standard, the hana@ dle i8 will also serve as a stop to limit the depth to which the frame may be inserted. The outer end of each upper strut i6 is spot Weldedvto one of the uprights l2, i3 and it re- 5 spectively. The inner end of each is secured by bolts i9 between the oiset ends of arcuate iron straps I9 which embrace. the air motor 2i) near its upper end. The outer end of each of the lower struts il is similarly secured to the uprights at a lower point. Their inner ends are spot welded to a frusto conical shroud 2i which extends downwardly from the struts it and at its lower end is secured to the lower end oi the air motor 2U. 'I'he shaft 22 of the air motor, 55

whicliprotrudes downwardly therefrom, carries a three blade propeller type ian 29. 'Ihe ian 2l and its air motor 2l are thus supported by the trame centrally thereof so that when the frame is inserted in the stack, the axis or the of the ring l5 is spot welded tothe tangential .i

flanges of theseveral uprights.V l2, i9 and "ill,

the radial ilanges oi.' these angle shaped uprights t being cut away as indicated at 24 for this purpose, as well as to provide `clearance for the tips of the fan blades.` l i The air motor 20 itself may convenientlybe ofy the type and size `manufactured by Ingersoll- Rand Company of New York Cityrand .,desig nated as their Multi-Vane Pneumatic Motor, size 2E5, and this is thewair motor indicated somewhat diagrammatcally in the l drawings. Therotor and its main bearings are housed within the portion 25 oi the casing, ,while the protruding shaft or arbor 221s supplementarily journaled in the distant end portion 26 of thehousing. The shell` ofthe portion 25 ofthe casing provides an exhaust chamber ZIior the airpassing from the multi-vane rotor. An inner shroud 29 embraces theportionr `25 oik the easing. The upper end of ythe shroud "29 replaces the usual slltted exhaust cap or shroud with which the commercial air motor is originally provided. The

inner shroud29 extends downwardlyfrom the' casing portion 2li` and tapers inwardly in irusto conical `form toa point` closely adjacent `the enlarged casing portion 26.' The tapered portion of theinnershroud 29 is lsubstantially parallel with but spaced inwardlyfrom the outer` shroud 2i. The inner shroud 29 thusacts asa baille coniining the exhaust air discharged from the motor through `ports 28 i to downward travel around and in contact with the intermediate portion 21 of reduced diameter of the motor `casing and into contact with' the" lower casing portion 26. From here the exhausted airis conilned to upward passage in `the space` between the shrouds 2| and 29, discharging to atmosphere at the upper end of the two shrouds. In this man` ner `the relatively cool lair exhausting from the air motor is coniined to passage along'both bearing housing portions oi the casing `whereby the bearings are cooled and the spaces deilned by the two shrouds furtheract as insulators against the absorption by the casing of yheat `fromthe hot combustionlgases passing upwardly through the` stack. t y

Heat resistant composition `washerswlo may l `advantageously be employed betweenthe end shoulder of thebearingportion 26 and the"in`` turned bottom iiange of the outer shroud 2| to insulate n the attachment' against heat conduc-` tivity to the casing.

The air exhausted from thelair motor and thus y `put to service in cooling `the `air motor and the stack at the centralregionwhichl would in any event be `blocked out oi the air `stream-bythe cross sectional area of the motor. i Y 1 Compressed air; enters the motor through an axiallyy disposed coupling 9| attheend of the motor opposite the fan and is supplied a nexb blemetal air hose 32 extending upwardly axially from the air motor and bent over to extend horizontally past the upwardly extended end of the upright frame member I2 to which it is anchored by a clamp. This endwoi `the air conduit 92 is detachably joined by a coupling to a compressed air hose` I9 which, being beyondthe path ot the combustion Agases,.may. be the usual rubber hose.` It is contemplated that the length of hose 3 9 `willbe attached to a convenient outlet in the compressedair `pipe line which is usually run about the'interior ci a round house aswell as about the nearby outside track. The `operation tot the fan is controlled by avalve which may beconveniently located inthe hose 35, at its terminal couplings, or .at thecompressed air pipe line outlets." Y t t f In Fig. 5 I have shown an alternative`arrangement ior my draft inducingdevlce, wherein the air motoriis turned about so that the ian comes at thev top.` y This requires some rearrangement of details. `The metal air conduit `92 is led downwardly along. the inside angle of the` upright i2' crossing radiallyto `a side coupling 9i'` for the air feed to the motero` i 'I'he lower struts` il" are secured at thelrinner ends `to an extensionlla of the couplingmember 3i for anchoring the bottomloi thexnotor tothe frame. The shroud i 2i, .which .correspondsto the outer shroud ot Figures 1, 2 and` `3,` becomes the intermediate shroud 2|',which in turnwis enveloped by a thirdor outer shroud 36 generallycylindrical, `but having a, frusto.. Iconical l bottom 'portion 91 terminating `in an inwardly directed bottom ilange 3B `by whichiitissecured to the bottom portion off the air motor 20. 'I'he upper struts Il are secured at theirl inner endsi to ythe upper end oi the shroud 2i",` passing through suitably arranged ;slots `39 in thefupper end ci the shroud `IIB. The `path oi i the exhaust air discharged through the discharge ports inthe casing portion 25, which iaces thefan, is, as indicated by the arrows, iirst upwardly between the inner shroud 29 and the intermediate portion 2l of `the motorcasing, ,around the upper end of the "tion, which is relatively ineiective,` it does not dilute `or displacegthe hot combustion gases in the moreeiective region ofthe ian.

In the modiiicationoi Fig. 5, the guard ring l5 for the ian isrearranged to an upperpositonoppositethefan-N 3 n The advantages ofthe arrangement of Fig. 5 over that oi the otherflguresfis that the location of the fanabove the motor eliminates some frictioninthe discharge;` side of the ian and. hence tends to `increase* the i'an eillciency` somewhat.

` and it makes more `feasible the "use of `the three shrouds which aiord better circulation oi' the air over the bearingportions oi the housing and provide threefrather thanY two major Vair insulating spaces to' protect themotor casing from theheat of the combustion gasesg fOn the otherhand, the frame and "guard ring must be `so` proportioned that in fitting it into varying diameters and tapers of stacks..l it wm be insured that the ran will be I5 definitely below the top of the stack. This necessitates a relatively longer length for the long upright i2 than is required for the upright I2 of n posed to the heat of the combustion gases. Further, although the air cooling andk insulation of the casing is improved, an additional shroud and some additional overall diameter therefor are made necessary.

In the operation of either of these forms of draft inducers, the air hose 35 is coupled to connect the motor with a compressed air line, and the unit is lifted up and set into the .stack opening and allowed to descend under gravity until the tapering frame is lodged in the tapering stack. In the instance of excessively over-sized stacks, it may be that the frame will be suspended by the handle on the long upright frame member. It should be noted that since the unit is self-supporting in or on the locomotive stack, no mechanical means, such as clamps or bolts, are necessary to secure the draft inducer in operative relation thereto, even though the device may be used with several locomotives having dierent stack dimenslons. The air control valve is then turned on to admit compressed air to the motor and drive the fan. When the draft inducer has served its purpose, the air valve is shut 01T and the device is lifted out of the stack by means of the handle which, being out of the path of the hot combustion gases and in the path of induced outside air, remains comparatively cool.

Because of the small overall dimension and the light weight of my draft inducer, it is not necessary to employ any crane mechanism for suspending or positioning the unit, nor is itv restricted to any particular location because of the necessity of such crane suspension. Dependent only upon availability of a compressed air line, it can be applied to the firing of a. locomotive Vanywhere in the round house or any other out- In fact, the small size and light side trackage. weight of the draft inducer permits ofits being conveniently stored on a locomotive whereby if an occasion arises, it may be employed anywhere away from terminal facilities where compressed air is availablelocally, or yfrom the compressor of another nearby locomotive, or from stored and compressed air in the locomotive itself. l

Not being dependent upon a fire in the locomotive, my draft inducer may be' employed for cooling the fire box and boiler iiues of the locomotive for inspection thereof, or work thereon, or it may be employed as a ventilator for the comfort of men working in the nre box.

The economical design and consequent low cost of my locomotive draft inducer maires it feasible for round houses and terminals generally to be equipped with an ample number of them so that, in view of the draft inducers being free of locational limitations in the round house, the number of locomotives which may simultaneously be red at onetime ls dependent only on the number of draft inducers avaliable at the terminal. It avoids the necessity of relocating locomotives in different stalls in a round house in. order to bring each locomotive to be iire'd adjacent an available and more or less xed draft inducer.

While I have described and illustrated these specific forms of my invention, I contemplate that many changes and substitutions may be Imade without departing from the scope or spirit of my invention.

I claim:

1. A locomotive draft inducer adapted to be removably inserted in a stack through the open upper end thereof. comprising an air motor having a driven shaft, a fan on the shaft, a frame conformed to fit the interior of the stack and support the motor and fan centrally of the stack, an upwardly extending member of the frame protruding above the top of the` stack, a handle extending outwardly from the protruding frame member and ,away from the path of the` combustion gases issuing from the stack, and a compressed air feed'conduit leading to the air motor and anchored to the protruding upright frame member.

2. A locomotive draft inducer adapted to be removably inserted in a stack through the open Upper end thereof, comprising an air motor having a. driven shaft, a fan on the shaft, a frame conformed to fit the interior of the stack and support the motor and fan centrally of the stack. an upwardly extending member of the frame protruding above the top of the stack, and a compressed air feed conduit leading to the air motor and anchored to the protruding upright frame member.

3. 'A locomotive draft inducer adapted for connection as a unit to the stack comprising an air motor, a fan carried thereby, the motor and fan being positionedin the path of hot combustion gases passing through the stack, conduit means supplying compressed air to the motor, an exhaust air passage from the motor, and passage means extending longitudinally of and surroundlngthe motor for carrying the exhaust air along the body of the motor for cooling the motor and insulating it from the surrounding hot combustion gases.

4. A locomotive draft inducer for removable insertion in the stack of a locomotive, comprising a set of three upright angle strips spaced about the interior of the stack to conform to the diameter and taper of the inside of the stack, uppei-.and lower sets of struts extending radially inwardly from the respective upright strips, Va vertically disposed air motor secured to the inner ends of the struts and thereby mounted centrally of the stack, an axial shaft on the air motor, a fan mounted on the shaft with its blades extending substantialy to the wall of the stack, and a circular guard ring disposed oppositethe `fan and secured to each of the upright strips.

5. A locomotive draft inducer for removable insertion-in the stack of a locomotive, comprising a set of three upright angle strips spaced about the interior of the stack to conform to the diameter and taper of the inside of the stack, upper and lower sets of struts extending radially inwardly from the respective upright strips, a vertically disposed air motor secured to the inner ends of the struts and thereby mounted centrally of the stack, an axial shaft on the air motor, a fan mounted on 4the shaft with its blades extending substantially -to the Wall of the stack, and a circular guard ring disposed opposite the fan and secured to each of the upright strips, one of the upright strips extending above the upper end of the stack for lifting the frame from the stack.

6. A locomotive draft inducer for removable insertion in the stack of a locomotive, comprising a set of three uprightangle strips-spaced about the interior of the stack to conform to the dia ameter and taperoi the insldeofthe *wardlyfrom circular guard "ring per and lower sets of struts extending radiallyinf `ends o'f the struts and thereby centrally of the stack. anaxial shaft on motor.: a fan `mounted on the withwits blades .ex-`

wall'of a e v `opposite :thejji'a'n and secured tol eachfoffthe upright strips;A one tending substantially.

of the upright smpxexndlngebove tneepper end of the'stack for lifting theframefrolnthe.

stackfand a compressed air supply conduit leading to the airimotor `andtanchorecl toktheprotrudins upper end or the said upri8htstrip.

'1. A locomotive l. draft inlilucerv` for ready insertion as a unitinto the stack an air motor, a fan carried thereby, frame means for removably mounting the air motor within and centrally l of the stack. thev motor including [a bearing housing andan air exhaust passage, a plurality of concentric shrouds surrounding the casing and forming passage means forleaciingfl exhaust air from the exhaust passage around and along the motor to cool the motor and :insulate it from thel surrounding combustion 'gases and for discharging the exhaust air into, and subv-` stantially centrally of. the combustion'gases blown bythe fan. i

8. A locomotive draft `ind'ucer 'comprising an air motor, a `fan thereon, frame means for removably mountingthe motor and fan as a unit within a locomotive stack centrallythereof with the fan disposed at thelower end of the air mo-l tor. the air motor includinga housing and an `air exhaust passage adjacent its upper end.` an inner shroud surroundingy the casing andreceiving from the exhaust passage near its upper end and leading the air downwardly around and along the casing.` and an outer shroud ofv larger diameter i surrounding the inner shroudy and providing an upward passage for theexhaust air insulat g the casing and the inner'shroud "from the heat of the surrounding combustiongases blown by the fan, the passage formed bythe outer shroud dischargingr the air upwardly at the upper end` of the `housinganci into the combustion gases substantially centrally of the stack.

9. A locomotive draft inducer comprising an. air motor, a fan thereon, frame `means for removablymounting the motor and fan as aunit within a locomotive stack centrally thereof with the fan disposed at the upperend of the air motor, the air motor including a housing andan'air exhaust passage adjacent its lower end,an`inner shroud surrounding thecasing and `receiving air from the exhaust passage near itslower end and leading the air upwardlyaround and along the casing, an intermediate shroud of larger diameter surrounding the innershroud and providinga downward passage for the exhaust air insulating e the casing and the inner shroud from the heat of the surrounding combustion gases blown" by the fan, andan outershroud of larger diameter surrounding the intermediate shroud 'and providing a continuing upward passage for theexhaust air between the outer and intermediate shrouds' and providing a further insulating space between the casing :and surrounding combustiongases.` the passage formed by the outer shroud discharging the air upwardly substantially centrally of the stack and at the hub region ofthe fan.

10. A locomotivedrafter comprising a vertical fan, a" motor for the fan substantially coaxial therewith, and a frame mounting the fan and v f'for imattachedly the upright strips. avertically disposed airmotor secured to the inner [orly-enferma me ed QM j i andinte'riorlyensaslszbv gravity-th'evertioalstack of a locomotive andto be supported mdmnuntoeupport Wli imam mvmtrw im to' cooperatetherewithl as therefor sas the stack-togtliearee` sweptby the fanythe fan,`

`device 'handleable as aunit for quick manual `insertion intothestack axiallythereof through and frame `'constitutinll a meassembled the upperjend-,thereof andfor `quick manual t lifting 1 11.@Af1ocomotive drafter whichv isi pre-assem-` `biedland handleablejas aunit for ready insertion down into. and" ready removal Iby `upward lifting from; theinterior 'ofthe vertical 'stack of a loeomotive."and whieh'comprises a skeleton frame `conformed toengage by gravity and be "supported bythe ian,` and its motor, the

framecarrying the ianand motorand. when in-1 serted in the stack,` mounting the fan and motor within thel stacksubstantially coaxially thereof 'and 1in thepath oithecombustion gases passing throughrthelstack withthe stack circumscribing zthe fan `and (in.` close proximity" to the sweeprof lthe'fan tocooperate therewith *as a `the `path of 'the combustion gases` passing through the stack, withthe stack `circumsc'ribing the ran in 'closefproximity'to its sweep to coopcrate therewith asa gas conilning shroud therefo and a jacket for "themotor forming a passage surrounding the motor,"i`n'to which operating air from the motor is; exhausted protect the motor fromthe heat ofthe surrounding combustion gases and from which passage the exhausted air `is passed into the'gas stream. t

i3`.`A drafter constructed and arranged to be mounted4 withinthe stream of fhot combustion gases which traverse the stack of a locomotive,

lcomprising a fan forblowing the gases, a compressed air motor therefor, and a jacket forming a passagesurrounding thermotor into which passage r expandedoperating air is exhausted from thewmotor "to shield the motor `from the `heat of` thesurrounding :combustion gases and fromwhich the airis dischargedto effect continuous circulation of the `air throughthe passage;

"14. frne combination with meterme; stack of a locomotive of a pre-assembled drafter handle- `able as`a' unit for ready insertion 'downlnto and `readily withdrawal up from 'the interior o! the t stack,` ,comprising a `skeleton "frame exteriorly fconformed `to engage the "interior of the stack e i for unattachably mounting" the frame in the stack,yamotor carriedfby andmounted bythe framez rand centrally and longitudinally ofthe stack.` and a fan" carried jby the motor, the

y sweep of the ian extending into proximity to the interior surface of the stack whereby the stack cooperates with the frame to support the frame I for ready' removal and, yby means of the frame. to

mount the fan and motor Within the stack for ready removal and insertion as a u'nit with the frame, and whereby the stack cooperates with the fan as the circumscribing gas conning shroud therefor.

15. A locomotive drafter according to claim 10 in which, when seated in a stack, a portion of the frame protrudes handlewise above the stack near its margin whereby the drafter may be lifted out of the stack.

16. A locomotive drafter according .to claim 10 in which the conformation of the frame is slightly conical whereby it will t the slightly conical interiorsof stacks of different diameters. Y

17. A locomotive draft inducer adapted for connection as a unit to the stack comprising an air motor, a fan carried thereby, the motor and fan being positioned in the path of hot combustion gases passing through the stack; conduit means supplying compressed air to the`motor, and means for exhausting the air from said motor and causing it toilowV along the body of the motor for cooling the same and insulating it from the surrounding hot'combustion gases. 10

GEORGE W.A FERImG. 

